Infrastructure Needs Assessment, Vol. II: Transportation
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technical R E F E RE NC E document Infrastructure Needs Assessment, Vol. II: Transportation January 1988 Prepared by: Office of State Planning 150 West State Street CN 204 Trenton, NJ 08625 State Development AND Redevelopment Plan Introduction This document has been prepared as supporting reference mfprlnS for the New Jersey State Development Redevelopment Plan. Blis i^juil focuses on the transportation system in New Jersey and is organized into four sections; historical background, demographics and transportation statistics, financial needs and conclusions. Ine first section, Historical Background, covers the development of the transportation system and major federal and state prujidiib and regulations which have influenced the system. Major programs such as the Interstate Highway and the National Environmental Policy Act are Hienieco^ ihe second section, Demographics and Transportation Statistics, describes the population and employment growth patterns in the State from the 1940's. 3he relationship between the emerging Interstate Highway System and land use patterns is also detailed. Key transportation statistics including demand indicators and volume capacity ratios are presented. One third section, Financial Needs, presents the maintenance and improvement needs of the State and local highway network and NT Transit's public transportation system. She system's needs are presented as currant need, the future needs are identified in the Technical Reference Document, "Infrastructure Needs Assessment", 5/8/87, prepared by Hammer, Siler and George Associates. Finally, the report concludes by detailing the influence of land development patterns in New Jersey on its transportation system. Transportation I. Historical Background The transportation network and system that exists in Hew Jersey has evolved over time. Through the mid- nineteenth century turnpikes, canals and railroads were the major components of New Jersey's transportation system. Railroads and canals carried the greatest volumes of large, heavy and long distance movement. By the late nineteenth century travelers were demanding improved road conditions. In response to their demands, New Jersey, in 1891, was the first state to grant aid for the construction of public roads. During the post World War I era the State Legislature directed the state highway commission to establish a "comprehensive scheme of roads to be known as the state highway system".2 In 1917 fifteen routes identified in figure 1, were designated as the state highway system. Figure 1. The State Highway System 1917 "ROUTE NO. 1 From Elizabeth to Trenton by way of Rahway, Metuchen, New Brunswick and Hightstown. ROUTE NO. 2 From Trenton to Camden, by way of Bordentown, Fieldsboro, Roebling and Burlington. EOUEE NO. 3 From Camden to Absecon, by way of Berlin and Hammonton. HOUTE NO. 4 From a point on Route No. 1 in or near Rahway to Absecon, by way of Perth Amboy, Keyport, Middletown, Red Bank, long Branch, Asbury Park, Point Pleasant, Lakewood, Toms River, Tuckerton and New Gretna. ROUTE NO. 5 From Newark to the bridge crossing the Delaware River about taro miles above Delaware, by way of Morristown, Dover, Netcong, Budd's lake, Hackettstown, Buttsville and Delaware. ROUTE NO. 6 From Camden to Bridgeton and Salem, by way of Woodbury, Mullica Hill, Woodstown and Pole Tavern. ROCJEE NO. 7 From Hi^istown to Asbury Park, by way of freehold, Jerseyville and Hamilton. ROUTE NO. 8 From Montclair to State Lone a Unionville, by way of Singac, Wayne, Pompton Plains, Butler, N<=w Foundland, Stoddiolm, Franklin Furnace, and Sussex. ROUTE NO. 9 Fran Elizabeth to Phillipsburg, by way of ffestfield, Plainfield, Bound Brook, Somerville, White House, Clinton, West Portal and Bloomsbury. ROUTE NO. 10 From Paterson to Fort Ferry, by way of Dundee lake and Hackensack. ROUTE NO. 11 From Newark to Paterson, by way of Belleville, Bloomfield, Nutley and Passaic. RCUIE NO. 12 Paterson to Phillipsburg, by way of Little Falls, Fine Brook, Parsippany, Denville thence over Route No. 5 to Budd's lake, thence to Washington and Broadway ROUTE NO. 13 New Brunswick to Trenton, by way of Kingston, Princeton and Lawrenceville. RCCJEE NO. 14 Prom Egg Harbor City to Cape May City, fcy way of Mays landing, Tuckahoe and Cape May Court House. ROUTE NO. 14 From Egg Harbor City to Cape May City, by way of Mays landing, Tuckahoe and Cape May Court House. RCUTE NO. 15 From Bridgeton to Cape May Court House, or such other point on Route No. 14 as may be determined by the State Highway Commission." Source: New Jersey State Highway Department, DeveloCTnent of the State Highway System. During this period and until the post World War II era. Trass transportation was provided by private carriers, mostly railroads, with buses rrwing of age as technology developed. The land use pattern in New Jersey was a combination of contact cities and towns based on pedestrian mobility, with highly concentrated areas containing both housing and employment, and vast open areas where agriculture was prevalent. There was limited automobile availability, which combined with the compact development patterns, supported the patronage of private MBR transportation systems. In 1916, the federal government first authorized the expenditure of funds for the improvement of rural highways on a matching basis. By 1921, the federal government required that each state designate a connected system of inter and intra state routes not exceeding 7% of the total rural mileage. The Federal- Aid Highway Act of 1921 required that federal funds be spent on this designated system. Furthermore, the responsibility for the maintenance of this system was placed in state hands. During the economic prosperity of the 1920's combined with available federal funds and increasing auto ownership, many roads were improved and new roads constructed in the state. In addition to the new improved roadways built during this period many Hudson and Delaware River crossings were also constructed. The following facilities which still serve significant travel were opened to traffic in the late 1920's and 1930's. Delaware River Bridge (Ben Franklin) 1926 Holland Tunnel 1927 Outerbridge Crossing 1928 George Washington Bridge 1931 Lincoln Tunnel 1937 The four Hudson River Crossings are owned and operated by the Port Authority of New York and New Jersey. The Port Authority was created under a bi-state compact between New York and New Jersey in 1921 and includes all or part of nitre comities in Northeastern New Jersey. The Port Authority is responsible to "operate any t-grm-inai or transportation 3 facility within said district" and "to promote the commerce of the port". These river crossings have reinforced New Jersey's role as a vital link on a transportation, development corridor which in colonial times linked New York with Philadelphia, but is now recognized as the northeast corridor extending from Boston, Ifessachusetts to Washington DC along the Atlantic Coast. An example of the dramatic impact of the river bridges is evidenced by early Hudson River crossing statistics. In 1926 13,680,000 vehicles were ferried across the river, by 1932 the total vehicle 4 crossings had more than doubled to 28,500,000. After a highway construction lull which surrounded World War U, the National System of Interstate and Defense Highways was designated in the Federal-Aid Highway Act of 1944. The interstate system was planned in the late 1930's. However, construction funding was not provided in earnest until 1956. During this period, 1944-1956, the New Jersey Legislature established the New Jersey Turnpike Authority and charged the Authority to construct a roadway which would carry North-South travel through the state. The New Jersey Turnpike opened to traffic in 1952, serving travel between the George Washington Bridge in Bergen County and the Delaware Memorial Bridge in Salem County. The New Jersey Highway Authority was created in 1952 to complete the construction of what is now known as the Garden State Parkway, connecting Paramus in Bergen County to Cape May in Southern New Jersey. Map 1 depicts the state highway system that was in place and open to traffic by 1956. From the post World War II highway interstate era through the present development in New Jersey has been occurring at low overall densities away from the urban centers. This new development came at the expense of the urban areas, as the cities have declined dramatically during this period. The new development and urban decline has had a negative impact on the public transportation system in the state. She new suburban areas do not have the density to support public transportation service and the ridership base in the cities is eroding. Public transportation systems decline has not been unique to New Jersey. In response to a national trend of public transportation decline the federal government established the Comprehensive, Cooperative and Continuing (3c) transportation planning process in the Federal-Aid Highway Act of 1962. The 3c process required the consideration of public transportation systems in transportation planning programs. The Highway Act was followed closely by the Urban Mass Transportation Act of 1964, which created the Urban Mass Transportation Administration and authorized the expenditure of over a win inn dollars for the financing of public transportation capital programs. Map 1 New Jersey Highway System 1956 New Jersey State Planning Commission 1988 The next major federal initiative with major duplications for transportation systems was the National Environmental Policy Act of 1969 (NEPA). This federal act requires an environmental review for all major federally funded projects. The environmental review process includes the preparation of a Environmental Impact Statement, when warranted, to identify and evaluate alternatives in order to mitigate the adverse environmental impacts of a project. In addition to the preparation of an environmental impact statement NEPA established the public participation process for public participation and review of proposed projects. The preparation of an environmental impact statement was now necessary for most major transportation construction projects.